High speed injection means



P. E. BRAUN HIGH SPEED INJECTION MEANS Aug. ;2, 1958 2 Sheets-Sheet 1 Filed July 25, 1956 FIG. 1.

P. E. BRAUN INVENTOR.

Aug. 12, 1958 P. E. BRAUN 2,846,990

HIGH SPEED INJECTION MEANS I Filed July 25, 1956 2 Sheets-Sheet 2 52 GI 37 L 64 P. E. BRAUN 6 QVZZVVENTOR.

ATTORNEYS United States Patent "ice This. avenues raises to high, pee injection means and mere particularly to a unit which is adaptable to injecting fuel forniotor vehicle engine's inspace'd interva s inre successive ducts leading, tocombustionareas. This invention provides a rerarivu 'iew cost, unifo'rrnly operating, and long wearing fuel injection pumping zineans. Withthe embodiment shown herein belowfuel is'receivedfrom a conventional fuel supplying system aiitl'is pumped to each combustion area in timed relarename firingsequence of said areas.- In the aforemenfianed-embedimema separate pumping stroke occurs fofeacli delivery to'a single combustion area and the length rnieeaecnve purn'piiig stroke, is regulated: according to"engine fuel uemandsby a relatively simple yet verYSensi'tiVe. construction or this invention. During each pumping cycle fuel is drawn into a pumping chamber ofit'he'iiitaike stroke and forced into or past the release valve on the compression stroke before or; after a certain of thefu'el' has been bypassedto the fuel supply.

"'r'efore, a constant stroke "may be imparted to a sleeve in whieua sternis inserted. The stem does not reciproeate'withth sleeve. andhenc'efavariable fuel.- chamberis formed therebe'twe'eri. jay prbviaing the stem-with a single release valve which forms a releasable stop between said ful chamber and an exhaust assembly which is: registrable with combustion area duets, a unit is provicld wher'ein' sn1' one ifelease ivalve is used regardless scrawny-separate eonibus'tion areas; or cylinders are to be 'fd'. I I

This fiieaiis in this invention'for providing fuel delivery in'aeofaaiieewitu-eagme demands includes amanifold vacuum responsive cylinder with connecting tapered. por

tiens; Tfiisey inuer 'reciprocatjes. along an axis, which in tui embeuimem is perpendicular. to the stem axis, therebyimpartifig axial movement to the stem as it rides along the'tapeied-port'ion's. In this manner, by varying the degree oft'apcr, an optimum ratio between cylinder movement and stem movementis obtainable.

Otherobjections and "advantages (if thisv invention will become apparent in the detailed description of a preferred nibodimen't'which is illustrated in. the drawings inwhich: t v

Figure 1 is a" plahjv'iew of the embodiment;

Figure 2 is a section tak'en'at 22 of Figure l;

Figmee is a sectional view taken at 33 of Figure 2 4 of the embodiment showing the discharge ducts;

Figure 4 is a sectional view taken at 44' of Figure 2 showingthes'p'ill' port; and V Figure 5 is a sectional viewtake'n at 5- -5 of Figure 2 shewingzthe intake port. a

Figure 6 shows an altitude compensator attachment.

Looking at Figure '1 is seen housing 21 which contains the working-elementsof---this invention. Fueli's supplied to intake port 22, shown in Figure 5, and is ejected at combustion area ducts 47, shown in Figures 2 and 3. Spill port 24, shown in Figure 4, is provided to bypass the unused portion of fuel on a compression stroke to the fuel supply, not shown. The portion of the assembly Patented Aug... 12,, 1-958 2" which regulates the amount of fuel: spilled during. each compression stroke is positioned inthe upper part of housing 21 into which is connected intake manifold connection 26, which provides'avarying vacuum pressure indicated by the engine and which moves-control cone 27.

Figure 2 isa section taken at 2-2 of Figure 1 wherein is seen sleeve 28 which is reciprocably mounted inhousing 21. Sleeve 28 is connected. to the motor vehicle camshaft, not shown, at notch 31-and rotates therewith. Flange; 32 of sleeve 28 has a sine wave configuration and rides on rollers 33 which are pivoted to housing 21 at 25'. The number of lobes on flange 32 may be equal to the number of cylinders to be fed with fuel so that v on each revolution of stem 28 there is a separate stroke of sleeve 28 for every cylinder port. Urging flange--32 against rollers #3 is spring 34. Reeiprocahly mounted in sleeve 28 is stem 36 which rides against control cone 27 at bearing 37. Spring 38 urges stem- 36 away from cone 27 thereby partially relieving the force exerted onastem 36 duringa compression stroke. 0 ring--39 dampens the movement of stem 36 and tends to prevent it from leaving the surface of cone 27 on an expansion stroke.

Sleeve 28 has spacedintake ports 42 whichcommunicate with intake annulus 41, which in turn communicates with. fuel intake port 22' as seen in Figure'-5. Spaced axially on sleeve 28 from annulus 4-1 is spi1l-po1t-24 which communicates with spill annulus 43'"which communicates with spaced spill-ports 44 in sleeve 28- as shown in Figure 4. Spaced further-axially on sleeve 28 is distributing port 46 which is registerablewwith combustion area duets 471' seen both in Figures 2 and-3. In stem 36 is provided a stem spill annulus 48 which is connected to spaced stem-spillv ports 49. Located-in stem 3i6'andv axially spaced from annulus '48 is valve seat. 51 against which release valve 52 is spring urged. Communicating with sleeve chamber 30 when valve 52 isopen is distributingannulusSS which communicates with'spaced stem distributing ports 54.

The operation of this embodiment is as follows. A fuel supply attaches to fuel intake port 22 which communi'cates with fuel intake annulus 41"in' sleeve 28 as shown in Figure 5. Associated with port. 22' is a one way valve, not shown, which, whileallowing flow into sleeve chamber 30 throughtport 22,- does not allow a reverse flow. Chamber '30 is substantially filled with fuel "during the injector operation. Sleeve 28 is rotated by the camshaft and is caused to reciprocate in a regular manner along its axis by reason of sine-wave flange- 32 riding on rollers-'33. This imparts aconstant length stroke with a reciprocation rate varyingaccording' to camshaft speed. On the beginning of the up-stroke of sleeve 28,, stem spill annulus 48 'is in contact withthe sleeve spill ports 44, thereby bypassingall-of the fuel compressed between the lower end of. stem 36;and-- sleeve 28 through spill, port 24. After-ports 44-break 'comr'nuiiication withannulus 48,- which position: is shown in Figiire Z', the fuels has compressed" to a pressure 'of about 30 pounds per square: inch before release poppet v'a1ve52 is unseated, and the. compressed fuel flows through distributing ports 54. to distributing-annulusS, both 'ofwhich are in stem.36l Annulus' SSisincbnstant communication with. distributingport 46 which, as may be'seen bestin Figure 3,, successively communicates: with onibu'stion ducts. 47 assleeve 28 is turnedby'the camshaft; Combustion ducts.4 7 connectto the motorrvehicle cylinders'wi'theach duct connecting to a separate cylinder and with successive ducts connecting to the cylinders in their firing order. It is common practice to attach nozzles adjacent the intake valves in the cylinder chamber so that fuel is injected into the cylinders when the intake valve is open, although this, of course, is not limiting 3 of this invention. It is a feature of this invention that stem 36 is able to turn with sleeve 28 thereby reducing interfacial wear and increasing machining tolerances.

On the down-stroke of sleeve 28, chamber 30 is increased, drawing fuel through ports 42. During this down-stroke, spill port 44 becomes aligned with annulus 48 in preparation for bypassing of a portion of the pumped fluid on the following compression stroke.

The amount of fuel injected on each compression stroke is determined by the axial position of stem 36, which in turn is determined by the axial position of control cone 27. As may be seen in Figure 2, cone 27 is connected at its left end to diaphragm 61. Diaphragm 61 is urged in a rightwardly direction by spring 62 which is in vacuum chamber 63. The vacuum in chamber 63 is controlled by the intake manifold vacuum which is connected therewith through intake manifold port 26, shown in Figure 1. It is seen that as vacuum in chamber 63 increases, cone 27 is moved leftwardly and when the vacuum decreases, as would be the case under wide open throttle conditions, the cone is moved rightwardly. Since the surface of the cone 27 which is in contact with hearing 37 of stem 36 is sloped, axial movement will be imparted to stem 36. It may be seen that by simply changing the slope of cone 37 a different axial position of stem 36 may be had for each manifold vacuum pressure. As stem 36 is moved downwardly, due to rightwardly movement of control cone 27, it is seen that spill port 44 is in communication with annulus 48 for a shorter period of time thereby increasing the amount of fuel injected past valve 52 and into distributing port 46. Conversely, it is seen as control cone is moved leftwardly, stem 36 moves upwardly, which increases the portion of the compression stroke during which port 44 is in communication with annulus 48 thereby decreasing the amount of fuel forced passed valve 52 into port 46. Therefore, by simply varying the surface configuration of cone 27 any fuel delivery desirable is made possible for any particular degree of manifold vacuum. Also, a sensitive control between manifold depression and fuel supply is had and may be made more sensitive by decreasing the taper on the cone and proper adjustment of spring 62 and other elements.

Bifurcated bimetal arm 64 is cantilever to housing 21 and is placed about cone 27. Under cold operating conditions, arm 64 moves rightwardly abutting stop 66 which is fixed to cone 27. In this manner leftward movement of cone 27 is prevented after a certain point thereby insuring a minimum richness mixture which is desired forcold starts. It is also possible in this arrangement to add a simple altitude compensator which would comprise a bellows attachment to the right end of cone 27 with an enclosure about the bellows and with the space between the enclosure and bellows subject to atmospheric pressure. By sealing the bellows it will be seen that at high altitudes and corresponding low pressures the bellows willexpand, moving the cone to the left, decreasing the fuel supply per manifold depression, as shown in Figure 6.

In Figure 6 is shown a form of an altitude compensator. Housing 72 has port 69 leading to atmosphere and encloses bellows 68. Attached to the left side of bellows 68 is cone 27 and to the right side is stop 71. Bellows 68 is sealed and upon reduced atmospheric pressure the bellows will expand moving cone 27 to the left in a fuel decreasing direction. This will aid in obtaining a leaner mixture for the engine at higher altitudes.

Spring 38 abutsstop 40 which is fixed to housing 21 and stop 45 which is fixed to stem 36 thereby reducing the pressure of bearing 37 on cone 27 during a compression stroke. 0 ring 39 tends to prevent bearing 37 from breaking contact with cone 27 during the down-stroke.

During the compression stroke injection may be made first and spill afterwards by simply moving sleeve annulus 43 below stem annulus 48 and reversing the slope of cone 27. These modifications and many others will be apparent to one skilled in the art and, of course, do not depart from the scope of this invention which is defined in the following claims.

What is claimed is:

1. In a combination fuel injector pump and distributor for internal combustion engines having N cylinders that improvement comprising a body defining a fuel inlet, a spill port, and a plurality of fuel injector outlets, a cylindrical distributing sleeve mounted for rotational and reciprocal motion within said body, means imparting N cycles of reciprocal motion to said sleeve for each revolution thereof, said sleeve defining an inlet port and an outlet port, said inlet port being in registration with said fuel inlet, said outlet port successively registerable with said injector outlets upon rotation of said sleeve, a metering rod mounted within said sleeve and axially adjustable therewith in accordance with engine load, said sleeve forming with said rod a pumping chamber operable upon reciprocal motion of said sleeve, said rod defining a first spill orifice in communication with said chamber, said sleeve defining a second spill orifice in communication with said spill port and registerable with said first spill orifice during a portion of the cycle of reciprocal motion, the length of said portion determined by the axial position of said rod, said rod defining a chamber outlet in communication with said sleeve outlet port, check valve means interposed said injector outlets and said chamber permitting flow only from said chamber into said outlets.

2. The device as in claim 1 wherein the metering rod is coaxial with said sleeve and is free to rotate therewith.

3. The device as in claim 1 wherein a metering cone is axially positioned on said body by a vacuum motor and said metering rod rides on said cone.

4. In a combination fuel injector pump and distributor for internal combustion engines having N cylinders that improvement comprising a body defining a fuel inlet, a spill port, and a plurality of fuel injector outlets, a cylindrical distributing sleeve mounted for rotational and reciprocal motion within said body, means imparting N cycles of reciprocal motion to said sleeve for each revolution thereof, said sleeve defining an inlet port and an outlet port, said inlet port being in registration with'said fuel inlet, said outlet port successively registerable with said injector outlets upon rotation of said sleeve, a metering rod mounted within said sleeve and axially adjustable therewith in accordance with engine load, said sleeve forming with said rod a pumping chamber operable upon reciprocal motion of said sleeve, said rod defining a first spill orifice in communication with said chamber, said sleeve defining a second spillorifice in communication with said spill port and registerable with said first spill orifice during a portion of the cycle of reciprocal motion, the length of said portion determined by the axial position of said rod, said rod defining a chamber outlet in communication with said sleeve out let port.

References Cited in the file of this patent UNITED STATES PATENTS 2,667,840 High Feb. 2, 1954 FOREIGN PATENTS 933,182 Germany Sept. 22, 1955 

